Transmission control system



M P. WlNTH ER ET AL 2,660 71 TRANSMISSION CONTROL SYSTEM Nov. 24, 1953 Filed Sept. 15, 1951 6 Sheets-Sheet 1 INVENTOR. MARTIN P. WINTHER ANTHONY WINTHER BY ANDREW S. GIL-L JR.

7721,6214 f AITORNEYS p Nov. 24, 1953 Filed Sept. 13, 1951 M. P. WINTHER ET AL TRANSMISSION CONTROL SYSTEM 6 Sheets-Sheet 2 EIEQE JNVENTOR.

MARTlN P. Wm'rHsR ANTHONY WINTHER BY ANDREW 5. Gm. JR.

Why;

ATTDRNEY$ Nov. 24, 1953 M. P. WlNTHER ET AL TRANSMISSION CONTROL SYSTEM Filed Sept. 13, 1951 6 Sheets-Sheet 3 IN V EN TOR.

MARTIN P WlNTHER ANTHONY WINTHER ANDREW S. Gag. JR.

h/fm V9222" ATTORNEYS Nov. 24, 1953 Filed Sept. 13, 1951 M. P. WINTHER ET AL TRANSMISSION CONTROL SYSTEM 6 Sheets-Sheet 4 JNVENTOR. MARTIN P WIMTHER ANTHONY WlNTHER BY ANDREW 5. GM. dz.

-ATTORNEY$ Nov. 24, 1953 Filed Sept. 15, 1951 M. P. WINTHER ET AL 2,660,071 TRANSMISSION CONTROL SYSTEM 6 Sheets-Sheet 5 INVENTOR. MARTIN P Wm-rHER ANTHONY WlNTHER BY ANDREW S. Gnu. J42.

I ATTORNEYS N 24, 53 M. P. WINTHER ETAL 2,660,071

TRANSMISSION CONTROL SYSTEM Filed Sept. 15, 1951 6 Sheets-Sheet 6 INVENTOR. MARTlM P WmTHER ANTHONY WINTHER BY ANDREW S. Gnu. Jw.

ATTORNEYS Patented Nov. 24, 1953 UNITED STATE TENT OFFICE TRANSMISSION CONTROL SYSTEM of Ohio Application September 13, 1951, Serial No. 246,496

17 Claims. 1

This invention relates to transmissions and more particularly to a control system therefor and constitutes a continuation-in-part of application Serial No. 195,379 filed November 13, 1950.

Broadly the invention comprehends the provision of a governor operated control system for a four speed forward and one speed reverse plantrol system that is quick, smooth and effective in operation; that is adaptable to control a transmission as-applied to a vehicle; that is automatically controlled by a, speed responsive governor;

that is electrical power supplied; that controls the operation of a pair of clutches and a compound planetary gear system; that affords for the control of four forward speeds and one reverse speed of operation; and that will provide for the rocking operation of a vehicle in the controlling of the vehicles transmission with which it is incorporated.

Other objects and advantages of the invention will appear from the following description taken in connection with the drawings forming a part of the specification, and in which:

Fig. 1 is a. schematic layout of a control system for a planetary gear transmission;

Fig. 2 is a partlycross-sectionalized partly elevation view of the vacuum cylinders and the brake bands for the transmission operated by the cylinders Fig. 3 is a front plan view of two of the brake bands for the transmission taken substantially I along lines 33 of Fig. 2;

Fig. 4 is a front plan view of the other brake band for the transmission taken substantially along lines 4-4 of Fig. 2;

Figs. 5-9 are schematic layouts of a planetary geartransmission in succeeding stages of four forward speeds of operation and one reverse speed tiall'y along lines il-ll of Fig. 10.

Similar reference characters indicate corresponding parts throughout the several views of the drawings.

This transmission control system was devised primarily as a means for effectively, automatically controlling the operation of the four speed forward, one speed reverse planetary gear transmission devised by Martin P. Winther and upon which application Serial No. 195,379 was filed on November 13, 1950. The transmission to be controlled includes basically a pair of electromagnetic clutches and a compound planetary gear system controlled by three brake bands.

The system is basically electrical in its arrangement and is dependent for its operation for the forward speed of operation of the transmission by a speed responsive governor. electrical network of the system are a plurality of interconnected electrical circuits operative in accordance with the speed of the vehicle to which the transmission is applied, whereby as the governor so responds to such speed the circuits are alternately opened or closed as the case may be to provide for the desired combination of gear and clutch operation.

The brake bands for the intermeshing gears of the compound planetary system are preferably actuated by vacuum although they can equally as well be actuated by air pressure, hydraulic pressure or electrically.

Referring to the drawings for more specific details of the invention l0 represents generally a, control system, Fig. l, for a planetary gear system transmission l2, Figs. 5 through 9.

The control system It is supplied current from an electrical source of power, such as a battery I4 and includes a circuit I5 controlled as by an engine ignition switch [8.

The circuit l6 includes a pair of major current conductors 20 and 22, conductor 20 being controlled as by a make and break neutral switch 24 for the transmission and conductor 2?. supplying current respectively by way of switches 26 and 21 to conductors 28 and 30.

Conductor 28 terminates in a contactor 3|, which contactor upon engagement with a contactor 32 supplies current by way of conductor 33 to coil 3% of a solenoid 35, the armature 36 of which has a valve member 38 affixed at one end, movable in a valve housing 40 for controlling the passage of vacuum therethrough supplied from a source, not shown, to a vacuum cylinder 4'! by way of conduit 42.

Conductor 30 terminates in a. coil 44 of a solenoid 46, the armature 43 of which has affixed thereto a plurality of spaced switch elements 50, 52, and 54.

Conductor 25 terminates in contactor element 56 and has a branch conductor 58 connected Included in the thereto intermediate the switch 24 and contactor element 56. Branch conductor 58 is provided with a pair of spaced contactor elements 66 and 62 near its terminus and has a'branch conductor 64 connected thereto intermediate its connection with conductor 20 and contactor elements 66 and 62.

A generator 66 is supplied current through brush 68 thereof by way of conductor II! connected to the battery I l through battery charger controls I2 controlled as by a switch element I4 of an armature I6 actuated switch it. The switch I8 includes switch eiemems sn and 82 in addition to switch element 14, and the armature I6 thereof forms part of a solenoid 84 including a coil 86. r

The fields 68 of the generator are suppliedcurrent through a conductor 96 connected to the battery charge controls, controlled as by switch lmnt82 and are connected by wayofa conaueporsz, controlled as by'switch element'32, to

" a ontactor element 94 adapted to have engagement with contactor element 55.

branch conductor 96 connected to conductor 6 Zintermediate contactor element 9 and switch element'82 'control of'conductorfiz terminates in a contact'or element 98 spaced on an'adjacent oppositesi'debf contacto'r element 56 for engagement therewith.

7 Switch element T4 "in addition to controlling 'the flowof eurrentthrough'conductor 76 controls jiia't in g at one'end'in' a'c'ontactorelement I 62 and at'its other terminus in'coil '66. Abr'anch conductor I66 cdnneeted to conductor I66 intermefdia'te contactor element I M and "switch element 1'4 coritrmer conductor HIE] has a coil l630f a magnet 'I II] connected intermediate the length thereof "and terminates in' a "contactor element 'I'I2.

Switch element 86 controls the fflow'of current in conductor '64 as does Switch element 5 4 "in its path'offflow through conductor 66 between conductor 58 and coil H4 ofelectromagnetic clutch I I6. 'In'anothe'r position'switchelementBB controls together with switch elemenfiflthefflow of current through conductor I I8 connected between conductor "50 andjc'onductor I26.

Abran'ch conductor I26 connectedito conductor lot intermediateswitchelem'ent 114'and'coil "86 terminates in a contaetoreler'nent I26 adapted to 'be ng'ag eable 1 with CO'IitaetOr element F 6 U A branch conductor I 31! "connected "to conductor 26 intermediate c'ontacto'r 32far1'd-switch 26 "terminates in'a contactor elementl 32 adapted to H be engageable with contactor 'element 62.

A contactor element I36, adapted fto 'bee'ngageable with contactor element fI I2, is connected't'oone end'of a conductor l36, the other end of which terminatesin coil I361forr'ningpart of 'a s'o'lenoidflfi. The armature I542 of solenoid It!) includes a valve element I44 "connected thereto and movable in'a valve-housing I66 'for controlling the flow-of vacuum'therethrough.

V The vacuum deliveredthrough valve housing l46 'operates by way of conduit IE8 connected between housing I46 and avacuum cylinder I56 'tUeiTect the actuation ofdiaphra'gm I'52'ag ai'nst the resistance of spring I56, thepurpose of which willhereinafter"appear.

"cen'ductor 120 as supplied'current from cfoncurrent supply line to coil I56 serves by way of branch conductor I62 connected therebetween with coil I It and with branch conductor I64 controlled by switch element '50 toj'connect coil I [A with its ground. Switch element 56 also operates to control the conductor I66 connected between coil I56 and the ground therefor.

A contactor element I68 is connected at one end of a conductor I79 and the conductor terminate's at its other end in a coil I72 with a switch I'M- intermediate the ends of the conductor controlling the flow of current there- "through. The switch includes a pair of contactor elements I I6 and H6 normally spaced apart and adapted to bebrought into contacting engagem'ent by'the movement of a trip lever I80 affixed to a shiftable rod I82, said rod being attached "to adiaphragm I84 of vacuum cylinder GI. A spring I86 in the cylinder normally biase the diaphragm and r'odto'a position causing engageme'ntofswitc'h [14.

,The 'coil I 'I2 forms part of a, solenoid I90, the armature I62 of which is connected by linkage I96 to a rod I96 'adaptedto engage diaphragm I52 of-cylinder "I56 "on-one side thereof to resist the-spring loading thereof, the purpose of which willhereinafter appear.

A speed governor I98'connected to a suitable take-01f shaft of a 'vehicle in which the trans- -mission controlled'by control system ID'is incorporated includes a pivotal lever 206, one end-262 of which is engageable to move contactor elements 66, 62, I62 and I54 for the-controlled engagement thereof with the respective I other contactor elements they are adapted to be engagea'ble with and'adapted' to engage a trigger'264, which trigger in turn controls-contacting engage- 'ment between contactor elements H2 and I34.

'An accelerator pedal 206 has a lever 268 attached'thereto formovem'e'nt therewith adapted toe'ngage contactor element98 andmove it ini- "tially into "engagement with cont'act'or element 56 and subsequently upon further movement thereof to move-the contactor elements 68 and '56 in unison for the engagement of 'contactor element 56 with contactor element 9d.

I Whereas a, rod 269 connected to ="diaphragm I52 o'f c'ylinder -I 56islinked to a lever mechanism 2 I0, consisting of le'ver arms 2 I2, 2M and 2H3 all connected to a'coinmonipivot shaftiI 8, rod 'I82 is pivotally-connected to a lever-220 having oppositely dispo'sed a'rms 2'22 and 224.

Alink 226 having'a pairofiapertures 22'8'and 2-30 near' the opposite extremities thereof receive r'espectively therein one end of lever arm 2I6 and a block 232, afiixed at one end'to -a wrap around brake band 234. The 'leverarm'2I6 is -notched at 236'near its free'en'd so'as'to have'the apex 236 of a tapered 'porti'on ofthe link 226 adjacent the aperture 228 have line contact bearing'u'pon the lever'a'rm 2I6 in the 'notch 236. The block 232 is notched '241] 'likewise as lever arm 2 I6 so "as to ha've the apex:242 Dit -tapered portion of "the link --226 adjacent the aperture 230 have line bearing contact'upon the block 232 in the notch 240. r

A link 244 has one endpivotally mounted-upon the freeend of'l'ever-arm'2I4 and its otherend 246 terminates-in a taper received ina pocket-MB formed in a-block=25il,'afiixed at one end to a -brake band 252. I u

Lever arm 222h'as a'r'oller 254 mounted onthe extremity thereof adapted to be received in a cam member 256, pivoted upon a shaft 258, the purpose of which will hereinafter appear, 'and lever arm 224 has a shaft 260Qafiixed at its free end, which shaft 260 has in turn a short lever 262 afiixed thereto axially spaced from lever arm 224. A link 264 having oppositely disposed 133 pered ends has one end 266 received in a notch 268 in arm 262 and its other end 210 received in a pocket 212 formed in a block 214, afiixed at one end to a brake band 216. l

The transmission I2 adapted to have its operation controlled by control system I includes primarily in addition to clutches H6 and I58 a compound planetary gear system 280 and brake drums 282, 284 and 286 associated with the clutches and planetary gear system and controlled respectively by the brake bands 252, 234 and 216.

Clutches H6 and I58 are preferably of the type more fully disclosed by co-pending application Ser. No. 195,379, consisting of input and output members coupled by the action of the respective electromagnetic coils H4 and I56 upon the energization thereof to drive the output members 288 and 290 respectively thereof from the engine of the vehicle to which they are applied.

The output member 288 of clutch I I4 is affixed to a quill shaft 292, said shaft having on its axial extremity a sun gear 294 and intermediate its axial ends having the brake drum 282 affixed thereto. The output member 290 of clutch I58 is affixed to a shaft 296 telescopically received within quill shaft 292 and having at its one axial extremity a sun gear 298.

The planetary gear system is compound in nature in that it includes a plurality of planet cluster gear sets 300 and a plurality of planet cluster gear sets 302, sun gear 298 meshing with pinion gears 304 of gear sets 300, sun gear 294 meshing with pinion gears 306 of gear sets 302, a ring gear 308, integral with brake drum 286 meshing with pinion gears 304 of gear sets 300, and a ring gear 3I2, integral with brake drum 284, meshing with pinion gears 314 of gear sets 300. Pinion gear 304 in addition to meshing with sun gear 298 and ring gear 308 mesh with pinion gears SI 6 of gear sets 302.

The gear sets 300 and 302 are arranged in alternate circumferential relation and are supported for rotation upon respective planet carrier shafts 3I8 and 320, with the shafts 3I8 and 320 fixedly secured upon a planet carrier 322 forming a part of output shaft 324 for the transmission.

Whereas brake drum 282 is affixed to the shaft 292, the brake drums 284 and 286 are journalled for free rotation upon the respective shafts 292 and 324.

The brake bands 234, 252 and 216 are all appropriately anchored at their opposite ends from the actuated ends thereof thus P rmitting of the effective operation thereof into braking engagement upon the brake drums.

Contactor 3| is mounted on rod 209 for movement therewith and in addition to its being adapted to engage contactor 32 of conductor 33, it i adapted to engage a conductor 325 at the terminus of a conductor 321 having connection with conductor I36.

In a normal operation of the control system I0 for the purpose of effecting a controlled operation of the transmission I 2 the ignition and neutral switches I8 and 24 respectively are closed.

During the period when the engine is idling such that the lever 200 engages the contactor elements as shown by Fig. 1 providing for the engagement of contactor elements 60 and I28, and 62 and I32, current flows through switch I8, switch 24, conductor 20 to contactor element 56 and also through branch conductor 58 connected to conductor 20, through engaged contactor elements 62 and I32 and branch conductor I connected between contactor elements I32 and conductor 2B and thence through conductor 20, contactor elements 3I and 32 and conductor 33 to coil 34 for the energization thereof. By virtue of the energization of coil 34 of solenoid 35 the armature 36 thereof and valve 38 attached to the armature are actuated permitting of the vacuum operation of diaphragm I84 of cylinder 4I against the resistance of spring I86 through the communication of the cylinder M by way of conduit 42 and valve housing with a vacuum source, not shown, which couldbe the vacuum of the engine with which the transmission and controls therefor are incorporated. The actuation of the diaphragm results in the actuation of brake band 216 through the movement of lever 220 connected to rod I82, movable with the diaphragm, and link 264 arranged between lever 262 and block 214 afiixed to brake band 216. I,

Current also flows through engaged contactor elements and I26, branch conductor I26, and

in one direction in conductor element I00 to coil 86 for the energization thereof and in the opposite direction through conductor I90 at its junction with branch conductor I26. I

Upon the energization of coil 86 of solenoid 84, the armature 16 thereof and switch 18 connected thereto are actuated resulting in the movement of switch element 14 to close conductor I00 for the flow of current therethrough to contact terminal I02, movement of switch element to close conductor II8 permitting of current flow between conductors II9 and 10 to the brushes 66 of the generator 66 and movement of switch element 82 to close conductor 92 for current flow from contactor element 98, through conductor 96, conductor 92 and conductor to the fields of the generator.

As the accelerator pedal is initially depressed and with current flowing through the before defined oonductors, contactor elements and coils, the contactor elements 56 and 98 are brought into contact resulting in the flow of current therethrough from the battery by way of conductor 20 for the operation of the generator. With the generator in operation, current is delivered therefrom by way of brushes 66, conductor 10, conductor H8 by way of closed switch elements 80 and 52, branch conductor I20, and branch conductor I60, for the energizing of the coil I56 and the resultant operation of clutch I58, by Way of conductor I66, connecting the coil I56 to the ground through closed switch element 56.

During the time that the brake band 216 is actuated to retard the rotation of brake drum 216 and the clutch I58 is actuated, the clutch I I6 remains idle and the rod 209 is maintained in a neutral position accounting for the inactivity of brake bands 252 and 234, by way of rod I96 resisting movement in one direction of diaphragm I52 and rod 269 connected thereto.

With the clutch I58 engaged and brake band 216 actuated to retard rotation of brake drum 286 and ring gear 368 integral therewith, rotation of output member 290 of the clutch is transmitted by way of shaft 296, to which it is connected, to sun gear 298 whereby in view of the braked relation of ring gear 308 and the intermeshing thereof and sun gear 298 with the planet gears 304, the planet gears are made to roll around the inside of the stationary ring gear and cause shafts 3I8, planet carrier 322 and output shaft 324 to rotate saeeaoz-i zinsa rforward direction at za ;predetermined x-speed slower rthanishafttzsfi. :This is referredto as low --or speed .of operation or the transmission --and is schematicallyshown in-Fig. 5.

'ies the vehicle'toavhich the transmission t2 and *contrdl 'system 'I't'a're applied accelerates'as a re- :sult of the first speed'of operation-of the transmission, said speed of the vehicle --is -imparted to -gear 32-6, connected to the governor $98, driven ifitomia suitable power output member of =-tl1e -.vehielesueh as the propeller shaft thereof. Upon rotation of =the'zgear EBIZt-andshaft state-wanna spl-in'ed the arms-3st and 3-3-2 oi thegovernor .spivot: as thevveights 33% connected :thereto are thrown -centrifugally=outward==resulting:in:collar 43-35 connected :zto "one end-of Farms 2339 -.being wnroved ax ially relative to the shaft and the 201131 "1338 fixed it'o :the-shaft upon which the farms :332 are HfiVOtGd. As the collar- :3-36 moves axially won tithe shaft, lever is -,pivoted about its axis, ithroughthe ireceipt of :one "end-234G thereof groove in collar 333, resultihgin-end -2Ii2 of the armmoving arcuately relatively vertically down- =wardas viewed in Fig, 1 to thereby rele'ase-contactor"elements:62 and I 32 from engagementwith one-another"while-permitting of the engagement ofcontactor elements -I-fl2and I83. At this-time contactor elements 5i and-l2-8 are maintained in en'gagement-through a proper structuralnrake- *upof the-member whichsupports contactor :ele-

-ments-6l and 62.

Upon'the release of -.contactor elements as and l-32from engagement-with onefanother the currentfio'w to solenoid "35 is disrupted resulting in "thezmovement of the armature-ditto close oiithe vacuum'source'to the cylinder-4!. Asthevacuum i's no longer operative-on diaphragm I85, spring 186 moves the diaphragm I8 3, rod 5-82 .and'lever *l-8fl- 'efiective to release brake band Eli; from braking action upon brake drum'ziit'andthe .con-

sequent release of the ring gear 3% from station ary position relative to planet pinion tee with which'it'meshes. Leverltt in'its'movement to the right asviewed in-Fig. 1 moves'contactor element *I'IE into engagement with contactor =ei'ement I18.

"With the cont/actor elements'I'i-fi and H8 in engagement, contactor elements efi-and I-2t being --maintained in engagement and contactor ele- -ments:l 02 and I68 having'moved into engagement as a result of the movement'of lever 263%,current =fiowsto 00111-12 oi'solenoid'l'st for the-energize- :tion thereof by 'way of conductor '28, conductor 58; contactor' elements 6% and Iii-8, conductor I 2-3, conductor we, controlled'asby closed switch-element M, contactor elements "5-62 and 168, and =-c0nductor I'Ifl controlled as by contacts 1 16 .and

- Asa consequence of theenergization of coil I '22 of solenoid 190, the armature I92 and leverage mechanism ltd connected thereto is actuated resulting inrnovement'of rod IQS to 'the'rightas viewed in Fig. 1 and permitting of the exertion of spring I54 acting upon diaphragm I52 to move diaphragm I52 and rod 209 connected thereto. Upon'movement of rod 295], and theconsequent movement of 'lever '2I2, IeverZIB, and link 228 connected in series thereto, the linki-Et actsupon block 2s2a'ffixed-to brake bandiwii forthe-actua -'ation -thereof into braking engagement .upon

tfituagainst the-resistance of spring I54.

ias'zin tthe casetof ithe -first-.speed of operation of the transmission.

EIhe-actuationiof'the brake band 2 3 4 into braking -.engagement .upon the 'brake drum 2841 re- -sults in af-braking-oi=said drum-and the ringgear uiLIsZ@integra'l therewith. With the-release of ring igear 308 in view of the vrelease'of brake band 216, the ring gear NIB-together with .drumlafi his .free to'rrotate. :By holding ring .gear =3 I2 stationary, the pinion gears 314 of .gear set .300, wherein pinion'igears-m [are rotated by the trans- Qmissionof motion thereto from-sun gear-2 94, rolls .eairound .-insideaof stationary .ring 'gear.=3 [.2 thus causing rotation of shafts3I8, planet carrier .322 iand'output shafttM -at.a:higher speed than .when pinion gear304 was rolling inside of stationary .ringgearfitt. Thishigherorsecond speed operation-of -the-=transmission as illustrated bylEig. :6 .is attained-because-of the relative sizes .of the apinion igears. 3M and\3 l 4 -to-.one another land-the -eorrespcnding sizes "of -ring .gears :358 and .312, ':&S othenwisetheplanetgear-sets 30B are the same ionesbeing rotatedlineach instance for both first and second speeds.

I hirdspeed of operation of :the transmission is attainedwhen as the vehicle. acceleratestoa slug-her speedthe governoris operatedata higher "speed z-resulting in further outward movement of the weights'334 of the-governor andtheaaxial I upward movement .of collar 336-to .thereby move the lever 200 and its endiIIZ-arcuateIy.vertically downward. As the lever 200 is .further .moved from its positionin second-speed operationof .the transmission it-moves .to a position .to actuate :contactorelement I34 into engagement with contactor element I I 2.

:Upon theactuation of .contactorelements I36 and-I-I2.int0=engagement, current is permitted to fiowrto coil-"I38 of -solenoid I- til-fonthe energiza- -tion thereof :by wayofconductor'ZIJ, branch con- .ductor-tfi, contactor elementswfifi and-I28, conductor i2:6,-.conductor I00, .coil I08, contactor aelements H2 and I'M and .conductor I36. The

energization of coil 438 results the .actuation of armature-i 12,-of-so1enoid Mil, .and .valve I44 connected-theretoto allow forithe passage of vac ruumrthroughsvalve housing 146, and conduit I 48 -forthe :actuation ofwdiaphragm =I52 in cylinder -With the actuation .of .the idiaphragm 152 by vacuum, theirod-r209 connected thereto .is movedto the-left as viewed in. Fig. 1 resulting I in the actuation of =brakebandt252 by -way of'lever 212, lever-2 I4, and link 244 engageable with block 259 afiixed-tobrake band 252. Thebrake band 252 upon theacturationithereof operatestoiinhibit rotation of brake drumlB-Z :and .quill shaft 292 connected thereto.

The movement of rodiIiQ .to .engage brake band 252 operates simultaneouslytoreleasebrake band .234 from engagement and .permitof the-free rotation-of .brake drum 2%.

At thesame time that the .brake band- 252 is I. actuatedzand .braKeIband ZBA released, the circuit -.to .theelectromagnetic-coil"E 56 of clutch I58 is h ion gears 3040f planet gear sets'300, the'planet gear sets 302 are rotated. While because of the release of both brake bands 216 and 234 the planet gear sets 300 do not operate to transmit any motion to planet carrier 322 as was done in the first and second speeds of operation of the transmission, the rolling reaction of planet pinion gears 3% upon stationary sun gear 29:;

will provide for rotation of shafts 320, planet carrier 322 and output shaft 32 at a speed representing the third speed of operation of the transmission.

As the speed of the vehicle is further increased with the transmission in a third speed of operation, lever 200 is moved further arcuately downward under the influence of governor I98 until it permits of the disengagement of the contactor elements 60 and I28. contactor elements 60 and I28 disrupts the flow of current by way of conductors I26 and I00, coil I88 and contactorelements H2 and I 34, to coil I38 of solenoid MI) thereby causing its deenergization, also the flow of current to coil 86 of solenoid 84 by way of conductor I26 and'mll in an opposite direction to thus de-energize the coil.

The de-energization of the coil 86 of solenoid 84 results in the switch 78 attached to armature I6 being moved withthe armature to shift switch elements I4, 80 and 82 to close the. respective circuits of conductors I0, 54 and 90 as shown by the drawing Fig. 1. As such current for the operation ofcoil II4 of clutch II 6 flows from conductor 20, through conductor 58, and conductor 64 by way of switch elements 8t and 54 to the coil I Mfor the energization thereof wherein coil II 4' is arranged in serieswith coil E55 by way of conductors I62 and IE for the grounding.

thereof thereby providing for the simultaneous operation of both clutches I I6 and I58. Conductor 90 at this time by way of switch element 82 supplies current to the field coils 88 of the generator. i

The de-energi'zation of coil I38 of solenoid I48 results in the valve Hid attached to armature I 22 being moved under the action of the'armature to shut off the passage of vacuum through valve: housing and conduit I48 connected to cylinder" I50 such that the release of vacuum therefrom results in spring we moving the diaphragm to its neutral position as shown by Fig. 1 wherein the rod Ids limits its further movement to the right and whereby both brake bands2'i6 and are are released.

Through the movement of switch it the cur' rent flow circuit to coil IIZ of armature Iiiflis disrupted such that the lever mechanism use and rod I96 are free to move under the spring loadsponding to the speed impartedito the clutch by the power plant or enginedriving the vehicle in which the. transmission is incorporated. This fourth or high speed operation of the transmission is illustrated by Fig. 8.

Ina downstaging or reduction in speed operation of transmission I2 from fourth or high speed,

the governor is rotated at a slower speed with the result that the lever 2GB moves arcuately The disengagement of vertically upward from its furthest downward position accounting for the re-engagement of elements 60 and I28 and contactor elements I3 and H2. With the contactor elements 60 and I28 and I34 and H2 restored to engagement a third speed position of the component parts of the control system is re-established comparable to the accelerating upstaging of the transmission. It is at this time that solenoid Itii is energized for the vacuum shifting of brake band 252 into engagement, and coil I56 of clutch I5? is energized for its engagement to produce third speed or" the transmission as illustrated by Fig. '7.

As end 202 of lever 2GB engages contactor element I34 as to impinge it into engagement with contactor element II2 it completes the circuit through coil H38 of magnet I I8 whereby the magnet maintains the contactor elements engaged even after the end 262 of lever has moved to an upward vertical position out of contact with contactor element I 34 since the circuit to the magnet is not broken. At this time for the purposeof disengaging the contactor elements I34 and I I2 as the lever 28 8 moves to a second speed position for the control system It and transmis sion I2, the end 202 thereof engages a trigger lever 2M which operates to engage contactor element I 3 and disengage it from contactor element I I2 thus breaking the current flow capacity thereof. Upon disruption of current flow through contactor elements I34 and H2, the solenoid I A l I is de-energized resulting in release of vacuum from the cylinder I50 and the permissible movement of diaphragm I52 to shift the brake band 234 into engagement upon the brake drum. The

spring I54 is free to move the diaphragm :52 because at this time the solenoid I9!) is energized through contacts I02 and H58 and I16 and I78 being in engagement, efiective to move the lever- 'age mechanism I94 and rod I96 from blocking action upon diaphragm I52. Upon the movement of diaphragm I52 and rod 209 under the influence of spring I 54 contactor 3i carried by the rod 289 is moved to a position to engage contactor 325. At this time no current is fed therethrough inasmuch as the current at this stage is not flowing in conductor 28. I a

With the continued engagement of the clutch. 3 I58 and the engagement of brake band 234 the elements I02 and Ida results in the de-energiza-' tion of solenoid I whereby through the exertion of spring means 362 acting on armature I12 therodlfili is projected to the left. Upon the engagement'of contactor elements 62 and I32- current. flowstherethrough to conductor I 30, thence conductor 28, across; engaged contactors EI and 325 and conductors 327 and I36 for the energization of coil I38.

With the coil I38 energized, valve Hid is actuated providing for the vacuum controlled operation of diaphragm I52 effective to overcome spring I54 and move rod 265 connected thereto to the left as viewed in Fig. 1. The movement of the diaphragm is only. of a sufiicient amount under the influenceof; vacuum to permitof the moveamen-par ment of rod I89, under the influenceoffspring- 342, to a position to block the mevement ofth'e diaphragm I52 to the right beyond a' neutral This vacuum operation of thedia and the rod 289 connected thereto to the left contactor 3'! is disengaged fromthe contactor' 325 resulting in a cessation of current flow therethrough for coil 93B; Consequently with the de energization of coil I38 the vacuum operation of diaphragm I52 ends and the diaphragm assumes a neutral position. 7 With the diaphragm I 52 and rod 209 in a neutral position contactor 31 engages contactor 32 and thus provides for current flow to coil 34 for the energization thereof effective to control the vacuum'operation of diaphragm H34; Upon operation of diaphragm I84, rod I82 is shifted to the left thus affording an actuation of' brake band 21-6 into engagement upon brake drum 2861' The engagement of clutch I58 continuing as in the second and third speeds of operation of the transmission and with the brake band 216 engaged, the transmission is i e-established in first speed of operation.

As the transmission is de-accelerated back. through the speeds from fourth to first the ac-- celerator' pedal 206 is normally depressed a suf-- ficient amount to correspond with vehicle output speed but immediately upon the release thereof so that contactor elements 56 and 98* are no longer in engagement the vehicle will become idle and no driving action will be delivered through the transmission since the control system will assume a condition wherebytheranged in conductor I365 The closing; of switch.

26 provides for the flow of current to coil 44; of' solenoid 46' for the energization thereof,

through conductor 22, switch 25*andconductor 30, with the lever 200 in the position. of Fig. 1 and with the accelerator pedal depressed to cause engagement of contactor elements 98 and 56 such that by reason of the en'ergization of coil 44, coil H4 of clutch II 6' is energized for the engagement thereof while coil I56 of clutch I58 is de-energized for the disengagementthereof. A closing of switch 27 provides for, the flow of current through conductor 22, switch 21, conductor 28, contactors 3| and 32, and conductor 33 to solenoid 34 for the energization thereof providing for the vacuum shifting of rod I82 towardthe right as viewed in Fig. I.

The cam 2515 is adapted to be operated by a reverse selector lever 348 so as to function to receive the'roller 254 connected to arm 222 of lever 220 therein to lock the brake band 216 against rotation of the drum 28-6 for either direction of rotation thereof through appropriate connection with the transmission manual shifting lever.

With the cam 256' and roller 254'- on arm 222 of lever 220 in the position shown Y armature;

12 by Fig: ,4 thecam acts as an anchor for the brake band 2L'I6 in' the braking application of'the drum 286 -wl ien it is rotated reversely to the first speed operationofithetransmission I2.

The energization of coil H4 and de-energization of coil l'56i occurs. as a result of the energization of coil of solenoid 46 acting to actuate armature 48 of said solenoid and shift switch' elements 50; 52 and 54- attached to the circuitifori-supplying current to coil II4 whereas switch element 50 completes the ground therefor;v At the: same time the current flow of coil I56? is disrupted, current flows to coil I! 4 from the-battery I 4 by way of closed switches I8: and 24, conductor 26; closed contactor elements1'5-6 and 98, conductor 96, and conductor 92.: byway of "closed. switch element 82 to the field; coils B8 'of generator '66 for the operation thereof; Then as: aresult of the operation of the generator; current. flows therefrom through conductor I'll; conductor IIBJ, closed" switch element-BO, conductor H 9 by way of closed switch element: 52', and: conductor 64 to the coil II4 with the ground therefor by way of conductors I62, I20 and IE4 and closed switch element 50'.

The" switch element's 8Drand82 in being position'edto'close the. circuits of conductors I I9 and '92- respective1y' under the operative movement of armature: 16= in view'ofr'the energization of coil 86: of solenoid 84'.eifect' the'fiow of current to the respective coils: H4 and. 44 permitting of the controlled? operation of clutch H6;

With. solely clutch H6; and' brake band" 215' engaged, the rotation: imparted to shaft: 292 by output member: 2820f the. clutch. causes a rotation of '-sun: gear 294; the. rotation of which is inturn transmitted to planet pinion gear 395 of. gear setsSIIZ-meshing-With sun gear 294.. The rotation. of planettpinion: gears; 306; results in the rotationzofplanet pinion gear sets 3ll2'such that the pinion. gears 3.-I 65 meshing with pinion gears 304 of planet pinion gear sets 3M] cause the pinion. gears-304 to roll reversely inside of. ring gear 308 thus transmitting through the medium of shafts M8; and carrier 3221a reverse rotation to output shaft 324. This reverse operation of the transmission I 2 is illustrated by Fig. 9.

If it is desired to rock the vehicle in which the transmission is. incorporated, it is only necessaryto alternately open. and close switch 26 to thereby eifect' an alternate engagement of clutches H65 and. I58 since: with the brake band 216 applied and with the cam in the position shownbylii'g. 4a: braking of the drum is effected regardless of the direction of rotation attempted to be" transmitted thereto.

With switch. 341" closed and switch 349- open the governor speed control' is bypassed whereby forreverse and. rocking operation of the transmission; the transmission is prevented from being-shifted. into a higher gear than low as established. by way of the actuation of brake band 216-into engagement on drum 2'85.

Figs. 10. and 11 illustrate a form of manual control; mechanism 355 that may Ice-employed for obtaining a desired coordinated control of the transmission as pertains to the shifting to neutral, reverse, rocking and drive.

The control mechanism 35' is'adapted to be suitably mounted upon a conventional steering post 352 of'a vehicle employing the transmission and includes a fixed plate 354 upon which are suitably arranged contactor elements 24a, 26a, 2m; 345a and 341a-constituting one terminal of Switch element 52 completes the each of the respective switches 25, 26, 21, 349 and 34'! of the several circuits shown by the electrical network of Fig. 1. Contactor elements 24a, 26a and 21a are adapted to be engaged respectively by contactor elements 24b, 26b and Zlb, representing another terminal of each of the switches 2t, 26 and 2! respectively, arranged V on a conductor arm 35%. Likewise, contactor elements 34% and title are adapted to be respectively engaged by contactors elements 3 59b and Still; carried by respective conductor arms S58 and 360.

A pivotal plate 362 fixedly secured at one end to a journalled post 35 3 supports the conductor arms 35%, 358 and 36% in insulated relation to one another, said plate and conductor arms being pivoted by a rotation of post 364 as effected by lever 1356 connected thereto.

Through a pre-arrangement of the contactor elements 25a, 26a, 21a, 349a and 34m relative to one another and to the conductor arms 355, 358 and 36d and wherein the sets of contactor elements 240. and 262) are connected to conductors 2t and it respectively, contactor elements 26a and 2627 are connected to conductors 30 and I5 respectively, contactor elements 21a and 21b are connected to conductors 28 and i6 respectively, contactor elements 349a and 3491) are connected in conductor I35, and contactor elements 34M and 3&7?) are connected to conductors H30 and 53 respectively movement of the plate 355 through a manual actuation of lever 356 causes the various switches 25, 2t, 2?, 349 and 341 to be actuated to provide for the desired flow of current in the electrical system and the corresponding desired drive condition of the transmission.

Plate 352 has a Bowdcn wire 363 connected thereto adapted to be connected at its other end to lever 348 so that a movement of the lever 366 to a selected shift position will effect a corresponding movement of wire 368 and lever 348 for either the engagement or disengagement of earn 256 upon roller 256.

While this invention has been described .in connection. with certain specific embodiments, the principle involved is susceptible of numerous other applications that will readily occur to pernetwork including said battery, afield coil of said generator, and a set of contacts adapted to be closed upon depression of the accelerator, said battery, coil and contacts being series-connected,

power means for actuating the brakes, a first circuit including in series an armature of said generator and the coils of said first clutch for energizing said first clutch, a second circuit controlling the power means for actuating the third brake, a first switch responsive to the speed of the driven shaft to open the second circuit when said shaft speed exceeds a first pre-set value,

asecond switch responsive to the speed of the driven shaft to complete a third circuit controlling the power means for actuating the first brake when said shaft speed exceeds a first pre-set value thereof, a third switch responsive to the speed of the driven shaft to complete a fourth circuit controlling the power means for actuating the second brake when said shaft speed exceeds a second pre-set value thereof, a fourth switch responsive to the speed of the driven shaft to open the fourth circuit when the shaft exceeds a third pre-set value thereof and means for opening the first circuit and for establishing a fifth circuit for simultaneously energizing the coils of the first and second clutches controlled by the fourth switch when the speed of the driven shaft exceeds a third pro-set value thereof.

2. Control apparatus according to claim 1 wherein a governor driven from the driven shaft of the transmission controls the operation of the switches.

3. Control apparatus according to claim 1 wherein the means for opening the first circuit and for establishing a fifth circuit is a solenoid operated switch.

4. Control apparatus according to claim 1 wherein the power means for actuating the second and third brakes is vacuum, and wherein solenoids are connected in the second and third circuits for controlling the vacuum means.

5. Control apparatus according to claim 1 wherein a switch in the third circuit is controlled by the actuation of the power means for the third brake.

6. Control apparatus according to claim 1 wherein the power means for the second and third brakes is vacuum and the power means for the first brake is a spring load.

7. Control apparatus according to claim 6 wherein the power means for the first and second brakes is combined comprising a power cylinder including a diaphragm actuated in one di rection by vacuum for operating the second brake and in the opposite direction by a spring for operating the first brake.

8. Control apparatus according to claim 1 wherein a solenoid connected in the third circuit controls the power means for the first brake.

9. Control apparatus according to claim 8 wherein lever means actuated by the solenoid resists the power means for the first brake.

10. Control apparatus according to claim 1 wherein switch means actuated by the power means for the first and second brakes controls the current flow in the second circuit and completes a sixth circuit between the second and fourth circuits.

11. Control apparatus according to claim 1 wherein a seventh circuit is provided connected between the first circuit and second clutch and wherein switch means are provided for controlling the first and seventh circuits for the alternat-e operation of the first and second clutches.

12'. Control apparatus according to claim 11 wherein an eighth circuit connected to the battery includes a solenoid for controlling the switch means.

7 13. Control apparatus according, to claim' 12 wherein a manually actuated switch is connected in the eighth circuit for the control thereof.

14. Control apparatus according to claim 13 wherein a ninth circuit is provided connected between the battery and second circuit and wherein a switch controls the ninth circuit.

15. Control apparatus according to claim 3 wherein asolenoid'f-or operating the solenoid operated switch is connected in a circuit connected to the fourth circuit and wherein the fourt switch controls the operation thereof.

amen

herein hen wen-means-for ctu t n he s w onds ind third Ibrakesisfiuid;

1-7.. Control apparatus for atransmission having; a driven, shaft and a plurality of, power actuated elementsincluding a first electromagnetis; clutch, a second electromagnetic clutch, a first. brake, a second brake,- and, a third brake, which transmissionisfdriven by a. prime mover,

15 responsive to the speed of the driven shaft to m l te a. u h ir uit 7 ont o in h we means for actuating thesecondbrake when said shaft speed e xceeds a second pre-set value thereof, a fourth switch responsive to the speed of the driven shaft to open the fourth circuit when the shaft exceeds a third pre-set value thereof,

andmeans for, opening the first circuit and for establishing a fifth circuit for simultaneously power means. for actuating the brakes, andan 10 n r ng he 0 8 Of the first and Second electrical network including, a, battery, a first circuit having thecoils of the first clutch therein, a second circuit; controlling the power means for actuating thethirudbrakel a first switch responsivetd-the speed 0f the drivenshaftto open the second circuit when. saidshaft speedexceeds a first pre-set value, a second switch responsive to. the} speed ofthe; driven shaft to complete a third: circuit controlling the power means; for actuating the first brake when said; shaft exceeds a first pre-set value thereof, a third switch clutches controlled by the fourth switch when the speed of the driven shaft exceeds a third pre-set value thereof.

MARTIN Pi WINTHER. ANTHONY WINTHER. ANDREW s. GILL; JR.

References Cited in the file of this patent UNITED STATES PATENTS Number 

